Draft-rigging details



L A T E K R A. L c H a & 2 9 1 4 l w DRAFT RIGGING DETAILS 192-5 2 Sheets-Sheet 1 Filed J 26,

FIGZ. 25

ii Q 7 FIG.3.

INVENTORS.

WITNESSES.

2 Sheets-Sheet 2 G-ING DETAILS c. H. CLARK ET AL DRAFT RIG Filed Jan, 26, l925 Feb. 14, 1928.

WITNESSES.

Patented Feb. 14, 1928.

UNITED. STATES PATENT OFFICE.

CHARLES H. CLARK, OF BEIHEL TOWNSHIP, ALLEGHENY COUNTY, AND EDWARD I4.

BEACH, OF MOUNT LEBANON TOWNSHIP. ALLEGHENY COUNTY, PENNSYLVANIA;

ORIL CLARK BEACH ADMINISTRATOR OF SAID HOWARD L. BEACH, DECEASED.

DRAFT-BIGGING DETAILS.

Application filed January Our invention relates to particular details of the draft rigging, being especially adapted to the parts described in co-pending application of Chas. H. Clark, railroad car parts, Serial No. 642,783. Further consideration of the structure described in that application. has determined that definition ofthe center about which the coupler and yoke swing, is desirable; and, an object of this invention is, therefore, to define that center in such a manner as to maintain it relative to vertical contact surfaces between the yoke and followers for all positions of the coupler and yoke. r

A further object of this invention is to support the draft gear and yoke as nearly under their combined center of gravity as possible, and in such a manner as to produce a minimum of friction between the moving parts and the stationary parts when thecoupler and yoke swing. Simplification of parts is also-attained by so forming this support as to co-operate in defining the axis about which the coupler and yoke. swing.

Another object of this invention is to provide means for slightly compressing the draft gear in the yoke during preassembly of these parts before application to a car, or at. any time while in the car if occasion arises for removing. This relieves the pres-.

sure between the followers and the lugs,-thus materially diminishing the labor required to install or remove the coupler, yoke and draft gear assembly.

These improvements are illustrated as applied to the railroad car parts of the copending a plication of Chas. H. Clark, above cite and are illustrated in the accompanying drawings, in which Fig. 1 is a plan view of the yoke and coupl'erin place between two draft sills marked respectively 1 and 2-; and, Fig. 2 is an elevation of the parts included between the draft sills with draft sill 2 and the parts fixed to it removed. Fig. 3 illustrates the extreme positions of travel and swing to which the coupler and yoke are subjected, and'the manner in which the centering device, hereinafter described, functions for these positions. Fig; 4 is a cross section on line 44, Fi 1. Fig. 5 and Fig. 6 are both artial longitudinal sections on center line of the back end of the yoke,

.26, 1925. Serial mpaeio.

forth in the detailed descriptions of the various parts.

Throughout the accompanying drawings,

the invention is illustrated in place in relation to apair of draft sills of an American respectively 1 and 2 wherever shown. 3 is a coupler head, the one illustrated conforming in outline-{to what is known in American railroad practice as type D. v

The draft gear is indicated by the space left between front follower 4 and rear follower 5, the particular type of draft gear being no part of this invention. Although front and rear followers are shown, their use is not the invariable practice, and, there fore, for the purpose of this description, the draft gear will be considered as including the followers 4: and 5.

The ends of the draft sills 1 and 2 are standard railroad car, they being marked equipped respectively with front draft lugs 7 and 8 riveted to the outer surfaces of the draft sills, and so formed as to overlap the ends of the draft sills and engage the ends of front follower 4. These draft lugs are so formed in their forward upper portions as to provide convenient riveted connection for striking bar 9. Front bottom carrier bar 10 is of usual form supported on depending portions of draft lugs 7 and 8, and held in place bybolt 12.

Definition of the center about which the coupler and yoke swing is provided in the arrangement illustrated by forming two arcs 22, of a common circle, in the upper and lowor bars 6 of the yoke, these arcs havingclearance contact for the upper bar 6 of the yoke, with guides 23 fixed to the draft sills 1 and 2, and for the lower bar 6 of the yoke, upper extending guide portions 24 on the yoke carrier bar here marked 25, which is located under the center of gravity of the yoke and draft gear. This location. of the yoke carrier bar materially reduces the weight on the front carrier bar, and also reduces the frictional resistance to the swing of the-yoke. Supporting carrier bar 25 are brackets 33 ang 34 fixed respectively to draft sills 1 an 2.

The means for slightly compressing the draft gear and shortening the distance bearm of itsT form. T groove 26 is opened through the upper part of the yoke sufficient ly to drop key 29 into groove 26 from the top, but its bottom opening through lower.

bar 6 is restricted to form a stop to prevent the key from dropping out of its lowest operative position. The upper portion of key 29 is Tshaped with the horizontal arm of the T formed with projections 28 corresponding to recesses 27 in groove 26. When the key is in lowest position, surface 31 of the key is flush with surface 21 of the yoke as shown in Fig. 5. Depending from the key is driving portion 30.extending below the bottom of the yoke when key is in lowest position. The

parts here shown are assembled with draft gear and followers with the key in position shown in Fig. 5. To compress the draft gear slightly, driving portion 30 is either pressed or driven'upward until its lower end is flush with the bottom line of the yoke, thus driving key 29 inward as it rises and bringing it to rest on vertical surfaces 28 of the key resting on vertical surfaces 32 of the yoke. This forces surface31 of the key inward beyond surface 21 of the yoke, thus compressing the draft gear and slightly shortening the distance between the outside faces of followers- 4 and 5.

With the various parts scribed and as shown in Fig. 6, they can be vertically raised into position between the draft sills 1 and 2 and draft lugs 7 and 8, and 13 and 14,"respectively. After the car is placed in service, the first 'time the draft gear is compressed beyond the range of the key 29, the latter will drop by gravity from position shown in Fig. 6 to position shown in,

Fig. 5, and thereafter remain inoperative until it is again driven upward-to position shown in Fig.6 for the purpose of removing the coupler, yoke and draft gear from the car. The forms and arrangement of the parts of'this device may be changed materially without departing from theinvention.

While this inventionhas been described in its application to structure shown in 00- pending application of Chas.- H. Clark, its utility 1s not limited to application with that arrangement. 7 r V in positions de- We claim: v 1. In a combined coupler headand yoke comprising a yoke adapted to receive a standard draft ear and a coupler head integrally and direct y joined to the yoke arms, a portion of the coupler head closing the draft gear space, arcs projecting laterally to the yoke arms for limiting the swing of the coupier and yoke unit to predetermined axes when installed in a railroad car."

2. In a combined coupler head and yoke comprising a yoke adapted to receive a standard draft gear and a coupler integrally and directly joined to the yoke "arms, a portion of the coupler head closing the draft gear space, arcs projecting laterally to'the yoke arms for limitingthe swing of the coupler and yoke unit to a'predetermined axis rela: tive to the coupler and stalled in a railroad car.

3. In a draft rigging, a combined coupler head and yoke comprising a yoke adapted to receive a standard draft gear and acoupler head integrally and directly joined to the yoke arms a portion of the coupler head closing the draft gear space, yoke arms having enlargements thereon in the top and bottom bars of the yoke cooperating with adjacentparts of the draft rigging.

4.. In a draft rigging for railroad cars,

draft sill s, draft lugs attached to the draft sills, a combined coupler head and yoke comprising a yoke adapted to receive a standard draft gear and a coupler head integrally and directly joinedto the yoke arms, a portion of the coupler head closing the draft gear space, a yoke and draft gear carrier bar under the center of the draft gear opening having vertical portions co-operating with the, yoke to direct the side motionofthe yoke intermediate between the front and rear odraft' s-i V 5." In a draft gear yoke, the inside rear transverse face being formed with a vertical keyway, wedge formations onthe yoke, a key in the keyway having wedge formations thereon, the wedge formations on the key I cooperatmg with those on the yoketo move the key forwardly as it is movedupwardly,

and means to limit the'downward movement .of the key., i l we have hereunto twenty-third day;

In testimony whereof, subscribed our names this of J anuary,l925.

v "CHAS. HrGLARK. r

HOWARD L. BEACH.

-76 yoke unit when .in-

CERTIFICATE or CORRECTION.

M No; 1,659,458. Granted February 14, 1928, m

cuanuzs H. CLARK ET AL.

It is hereby certiiied that the assignee in the above numbered patent was .errouesnsly described and specified as "Oril Clark Beach, Adminstrator of d the estate of said Howard L. Beach, deceased", whereas said assignee should have been described and specified as "Oril Clark Beach; Executrix of said Howard L. Beach, deceasedt, as shown by the records of assignments in this office; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 6th day of March, A. D. 1928.

M. J. Moore. Seal. 7 a Acting Commissioner of Patents.

EERTIFZCATE @F CORRECTIQNQ i'atent No. 1,659,458. Granted February 14-, 1928, to

ili IARLES Hi @LARK ET AL.

It is hereby certified that the a erroneously (iescriheti are! seeciiieti as "Qrii Clark Beaeh Adminstrator oi the estate of seidi Howerei L. iieaeh, deceased", Whereas said eseignee should have been described anti speciziieti es "@i'il Gierk Beach, Executrix of said Howard L. Beach, deeezisech", as shown by the records of assignments in this office; and that the said Letters Patent should he read with this correction therein that the same may eonform to the record of the ease in the Patent Office.

Signed and seaieti this 6th day of March A, Do 1928 M. J. Moore, Seal. Acting Commissioner of Patents.

ssignee in the abeve numbered patent was I 

